Brake



April 2?, 1926. 1,582,447

R. M. BRNDON ET Ai- BRAKE Fil6d Jan 1923 INVENTORS RALH M. BRANDONQ,ARTHUR V CANF!ELD onzrsn srarss PATENT BALPH M. BRANDON AND ABII-IUR V.CANFIELD, DE PASADENA, CALIFORNIA.

BRAKE.

Application filed January 29, 1923.

Be it known that we, RALPH M. BRANDON and LRTIIUR V. CANFIELD, citizens01" the United States, residing at Pasadena, in the oennty 01 LosAngeles and State of California, have invented new and usetul Improven1ents in Bralres, et which the following is a speoifieation.

'1his invention pertains to a brake Which is espeoially adapted' for useon street cars and the like and partioularly pertains to a brake forefi'eoting frictional engagement directly between a car truek and therailway rails.

An olojeot of the invention isto provide a rail-enga ing bral;eembodying a brake slioe whiclr, wnen disposed in slidable or frictionalengagement vritl1 a rail, Will readily traverse svvitches, rogs and thelike without interference.

Another object is to provide a means whereby the brake shoe may be movedin and out of contact With the rail in parallel relation thereto, andcan be advaneed and retracted relative to the rail on an arcnate path oftravel.

Another objt is to provide a brake of the above charaoter wliich isadapted to be applied to ear trnolrs of the type now generally in use,and is also adapted to be operated by the ordinary brake-actuatingn1echanism.

With tlre foregoing obieets in view, together with such other objectsand advantages as 1nay subseqnently appear, the invention resides in theparts, and inthe combination, arrangement and construction 01 partshereinafter described and clai1ned and. illustrated in the aceompanyingdrawings, in whieh Figure 1 is a plan view et an ordinary double truckvvith parts removed, and illusrating the manner et applying theinventien thereto.

Figure 2 is a view of a trnolr as seen in side elevation with theinvention as applied.

Figure 3 is a detail in section et the brake shoe and rail, as seen onthe line 38 of Figure 2.

Figure 1 is a detail in perspective of the brake sl1oe mounting,

Figure 5 is a perspective view of the brake shoe.

More speoifioally, 6 indicates a truck bol ster earrying ransoms 7 and 8in the form of channel irons, which transoms extend Seral No. 615,532.

longitudinally on opposite sides of the bolster, and 9 and 10 indieateside members et the truck trame carried by the bolster and extending atright angles thereto, whiclr are supported on springs 11 seating onequalizer bars 12 carried by the journal boxes 13 lllCll receive tlreaxles of the wheels 14:. Tlie trucl: members just deseribed are thoseeonnnonly embodied in truc'k construction and constitnte no part of thepresent inven tien.

In carrying out the invention, a bearing plate 15 is 1nounted adjacenteaoh end 01' the transoms 7 and 8; each bearing plate embodying a pairof spaced Hanges 16 constituting yol:es WhiCli carry horizontally,arranged pivot pins 17. Pivotally oonneeted by the pins 17 to thebearing plates 15 carried by tlie transoin 7, are vertieally entendinglive levers 18 and 19, the ripper ends et whioh project above thebolster and connecte-d to liorizontally extending pull rods 20 and 21,the outer ends 01: which connect Witlr a quadrant 22 engaged by a rolleron a-brake rod 291- leading to any suitable brake-operating mechanism,net shown.

A suitably arranged spring 25 is connected at one end relative to thetruck trame and at the other to the pull rod in such manner as tousually oppose 1novement of the pull rod in one. directionand toeifect.movement of the pull rod in the opposite diree tien on release opull thereon, as is common in bralre rigging et this eharacter.

'1ie lower portion 26 et the live levers 18 and 19 depends to a pointimmediately above 7 and in spaced relation to the rail 27 on which thexvheels 14 are earried. Depending tro1n llre pivot pins 1'? on theplates 15 carried bytlne transom 8 are links or dead 1 vers and 29 thelovxer ends of which dead levers terminate innnediately above the topface 01 tlie rail 27 in spaced relation thereto. Extending betxveen thelower portions 26 of the live levers 18 and 19 and the lower ends et thedead levers 28 and 29 is a pair of links 31 and which links are spacedapart and entend on opposite sides of the levers and are pivotallyconnected to the latter by pivot pins 32. A pair of tie rods 33 andconnect the links 3031 carried by the levers 18 and 28 with the links30'31 carried by the levers 19 and 29 so as to maintain the pairs oflinks in proper spaced relation With each other. The links 30 and 31 arearranged to extend direotly above the upper face or" the rail 27 inspaeed relation thereto.

Carried by each pair of links 3031 is a brake sl1oe particularlyillustrated in Figures 3 and 5. Wl1iel1 brake shoe embodies a bodyportion 36 adapted to extend longitudinally o' the rail 27 and having afiat under lace extending parallel vvith the top face of the rail andadapted to frictionally engage the latter on being n1oved into contactthere Witl1. Projeeting npvvardb from the bod v member 36 is a pair oflugs 37 and 38 formed 'itli transverse openings 39, which lugs aredesigned to be positioned betvveen the links .-3() and 31 and to beengaged With the links l.y zneans of l)UltS -.l(.) WlllCll are passedthrongh the links and through the openings 39 in the lngs.

Formed on the inner edge of the l ralze sl1oe l)O{l)' member 36 aclownwardlv e::- tendin; flange 111 \.l1icll projeets along the innerside of the rail 91', as particnlarlv shmvn in Figure 3, which flangeserves in eooperation with the rail, to hold the lnake sl1oe againstswinging ontvvardly relative to the rail. 'ihe brake shoes beingeonneeted together b tie rods 33 and 31 are l1eld against inxvardmm*ement relative to the rail l3v the flange 41. The flange 11 is of acomparativelv short length so that it may readil pass betneen switehesand frogs and traverse enrves withont interference.

The l ralze shoes are normally held ont of contact with the top faces ofthe rails by means of the springs Which, in exerting a pull on the pullrods 20 and 21, serves to hold the live levers 18 and 19 in a retractedposition, in Wl1lCl1 position the shoes Wlll be maintained clear 01 therails.

In tlie operation of the invention, to apply tl1e brakes the brakerigging is operated in tl1e usnal 1nanner so as to ell'ect :1 pull onthe pull rods 20 and 21 in opposition to the springs 2:3, therebyadzinoinn the upper ends of the live levers 18 and 1?) in the directionindieated by the arrow A, in Figure This movement of the levers 18 and1.) causes the lovver portions 26 thereof: to move doxvnwardlv as thel()WC1 ends (21' the portions 526 are nor1nally disposed le mm side 01the plane of the vertical renter 01' the pivot pins 17 on vvhich thelevers are l'ulermned. This clownxvard 1novement m ilie lmver endportions of ll1e levers muses tlze links 30-23 and the l;ral:e slvoes('211'i'i0rl tlierrl;r;g lo advance tmvard tlie rails 2T iinlill'nrtlier 1nowment is arre. ted lrv (lie l1ralte sl1 7es coming jnlocontact with il1e rails. Un applving pmver le the pull rods and. levers,tl1e bral e slaoes n1a v lue eaused l'o l;ear on tlxe r witl1 snclpressure so as tu vilect .sncl1 fr1etional engagement tl1eren*ith as leretard move1nent uf liO trnrks on 1l1e rails.

In a rail liral;e construction. a lrncl: l)r1later, a pair of leverspivotall; rarried l;v s :d bolster and lmvin; depending lmver endportions, a pair of linl' (01111CC1l112tl10 lmver ends m said leve -tand a l ral e Sl1oe for1ned vvitlx npstanding ing s li3:edl 0ngagedbetween said linlrs, said sl1oe hein arranged to extend longitndinallvni a rail in close proximitv thereto, said levers and links beingoperable to move said shoe in an armate pail1 ol travel in and out etengagement with a rail and with tlm slme maintained at all times inparallel relation to 1l10 rail.

RALPH M. BRANDON. ARTHUR V. C3rNlllLl).

